OPRRMS Wrote:
>
> As stated in the NTSB's report, at the time it was
> permitted by SCRRA (Metrolink), and was changed
> following this collision. Not saying that I think
> it was a good idea, but this was the only incident
> to happen in all the years that it was in effect.

Not disagreeing at all with what the rules were at the time, nor how they are or were interpreted by different engineers or managers. As an engineer of many years having run both short, fast passenger trains and long, heavy freight trains, what troubles me is that he did not apply the brakes until he was less than 2,600 feet from a red signal. He could see a train ahead still clearing, and yet was doing 76 MPH before he made his first set to try and get stopped. Exactly what was he trying to prove here? He acknowledged being on a yellow, which required a reduction in speed to 40 after passing the yellow. He was 7,000 feet past the yellow before he made any set at all. Any of us who have run short passenger trains have undoubtedly come in to many a station stop hotter than hot, trying to keep schedule or make up for delays caused by slow orders or whatever. This situation did not warrant that at all, and that is what troubles me. The fact that two qualified engineers in the cab let this situation get out of control is also rather discomforting. We all make mistakes out there, no doubt, but what these guys were thinking is beyond me.